Internal-combustion engine



March 31, 1953. J. D. MGCARTY 2,633,113 INTERNAL-'COMBUSTION ENGINE Filed May 15. 1952 '5 sheets-sheet 2 I JOHN 5.a M CARTY F IE- E c AA TTQRNEYS:

March 3l, 1953 J. E. D. MGCARTY INTERNAL-COMBUSTION ENGINE Filed May 15. 1952 l: IEI- su s3 33 |9A FIEJ. 1|] 39 "g 15A 7 GIA 38 33 32 25A 30A f 32 v25m 32 63 32 |4A 33 33 '8^ 4M 26A SIA 20A 33 IA 5 Sheets-Sheet 5 INVENTORI JOHN E. D. McCARTY ATTORNEYS:

March 31, 1953 J. E. D. MccAR-rv 2,633,113

INTERNAL-COMBUSTION ENGINE Filed May 15. 1952 5 Sheets-Sheet 4 INVENTORI JOHN E.' D. McCARTY ATTORNEYSI March' 3l, 1953 J. E. D. MccARTY 2,633,113

INTERNALY-coMusTIoN ENGINE Filed May 13. 1952 5 Sheets-Sheet 5 ynfof faim E 0. A1C can@ .PZOr/zey Patented Mar. 31, r1953 INTERNAL- COMBUSTION ENGINE John E. D. McCarty, Wilmette, Ill., assignor of one-half to Herman C. Gould, Chicago, Ill.

Application May 13', 1952, Serial No. 287,509

1s claims. 1

4 This application is a continuation-in-part of my application,hSer. No. 240,741 led August 7, 1951, and now abandoned.

This invention relates to internal combustion engines'and the primary object is to augment engine performance by placing the vapor space of the crankcase under automatic control of the several vacuum phases that may be extant in the intake manifold during operation of the engine,'thus to utilize latent fuel and/or lubricating vapors contained therein while feeding a relatively large volume of relatively pure air directly to the carburetor intake at that time when the fuel mixture should be as lean as possible. VIt isa further primary object of this invention to afford means for diverting the main stream of vapors thus exhausted from the crankcase, and to eliminate to a large extent condensable vapors entrained in such a diverted stream at a predetermined time andin a particular manner.

It is a known fact that when an internal com* bustion engine is running at speeds above idling t speed and the throttle suddenly closed, a relatively highvacuum, thatis, substantially below atmosphere pressure, is `created in the intake manifold. This high vacuum phase of engine operation results in the drawing of an excessive amount of atomized fuel through the throat or intake of the carburetor and into the fuel passage leading to the combustion chambers. Since the fuel mixture is excessively enriched as consequence, the effect is a large exhaust of unburnt fuel inthe form of a cloud of noxious exhaust vapors, a condition known as gassing n the other hand, during the normal phase of engine operation, a mild vacuum only is present in the intake manifold as the result of the pumping action of the pistons, sufficient to feed the proper fuel mixture `to the combustion chambers in accordance with the setting of the throttle valve. In view of the fact that the accumulation of vapors in the crankcase, derived from the more volatile hydrocarbon components in the gasoline vandl lubricating oils, represents a highly efficient source of fuel and lubricant, vit is an additional object of this invention to utilize the mild vacuum presentduring normal engine operation to feed these-'otherwise Wasted fuels and light lubricants intoV the intake vmanifold as directly and efficiently as possible. Moreover, since it is essential tohave the fuel mixture as lean as possible when Vthe throttle is suddenly closed at high engine speeds, it is yet a further object of `this invention to utilize the relatively high vacuum present at this phase vof engine; operation `toactu ate means capable of diverting the stream of vapors being exhausted from the crankcase, and to cause the stream so diverted to be partially stripped of its condensable vapor content leaving a large volume of relatively pure air to be fed directly into the carburetor, thus to partially dilute the fuel mixture being drawn into the intake manifold.

Another object of the present invention is to automatically determine the quality and/or quantity of exhausted vapors from the crankcase being'fed to the combustion chamber vof the internal combustion engine accordingly as different vacuums are extant during engine performance.

Other and further objects of the present invention will be apparent from the following description and claims and are illustrated in the accompanying drawings which, by way of illustration, show preferred embodiments of the present invention and the principles thereof and what I now consider to be the best mode in which I have contemplated applying these principles. Other embodiments of the invention embodying the same or equivalent principles may be used and structural changes may be made as desired by those skilled in the art.

. In the drawings:

` Fig, l is a side elevational view of an internal combustion engine broken away in part to expose the crankcase and showing a unit of the present invention mounted in operative position thereon;

Fig. 2 is a side elevational view of one embodiment of the present invention;

Fig. 3 is a side elevational view, similar to Fig. 2, of another embodiment of the. present invention;

Fig. 4 is a vertical sectional view taken through the device of Fig. 2;

Fig. 5 is a horizontal sectional view taken on the line 5-5 of Fig. 4;

Fig.A 6 is a horizontal sectional view taken o the line 6-5 of Fig.'4;

Fig.Y 7 is a vertical sectional view of the device shown in Fig. 2 `and being taken Yon the line 1 1 of Fig. 10;V

Figs. 8 and 9 are horizontal sectional views taken on the lines 8-8 and 9 9, respectively, of Fig. 3;

Figure 10 isra top plan view of the device shown in Fig..3; A

Fig. 11 is a plan view of a modified form of the device constructed in accordance `with the present invention; Y

Fig. 12 is a sectional view taken on the line I2-I2 of Fig. 11;

Figs. 13 and 14 are sectional views taken respectively on the lines I3-I3 and I-Ili of Fig. 12;

Fig. 15 is a plan view of another modied form of the present invention;

Figs. 16, 1,7, 18and 19 are sectional views taken respectively and substantially on the lines Iii-I6, I'I-I'I, I8-I8 and I9-I9 of Fig. 15; and

Fig. 20 is a detail View of a valve element.

In Figs. 1 to 20, inclusive, there are illustrated` several embodiments of the present invention, and a typical manner of mounting a device em-- bodying the principles of the present; inventionis depicted in Fig. 1 of the drawings. Broadly speaking, the present invention is characterized by a condensing means or chamber incombination with a valve means. which is under control of the vacuum establishedin the intake manifold during operation of the internal' combustion. engine. A housing having. a passage therein,A is operatively connected to the condensing chamber and valve means, and' one end of said passage is adapted to be connectedv to the vapor space of the crankcase, and. in this manner the Vapor in the crankcase may be connected in turn to. thecondensing means. To the end' that such connection may be accomplished, the passage is associated with a valveY port opening into the chamber of the condensing means, and a passageway or opening leading from the condensing meansis adapted to be connected to a line, leading to the carburetor or intake manifold ofthe internal combustion engine. The aforesaid' valve means, Whichi's underv controll of. the vacuum established during engine performance, is normally seated in a position closing the valve port opening into the condensing chamber, and consequently the stream of vapors exhausted from the crankcase may, if desired, b-e conducted directly to, the air lter for instance and from thence through the carburetor into the intake manifold.

More specically, and referring now to Fig. l, one embodiment of the present invention is indicated at Il as being mounted atop andadjacent the rear end of a conventional internal combustion engine. The device I is generally circular in crosssection as shownin Fig. and comprises a, housing 2U. Mounted on the latter is a hollow cylinder II containing a substantially solid cylindrical ballast member I2 which is carried on an elongated guiding member I3. The cylinder I'I is preferably constructedV of glass, butmay be of. ceramic material, metal, or a4 synthetic resin, for instance. It will be understood that the particular location of the present device on the internal combustion engine is largely a matter of choice; however, the waste-vapor-charging and fuel-mixture-diluting device of the present invention should be mounted in a manner conducive to the shortest connection possible between the breather of the crankcase and the air filter. Thus, in practice, the device Ill is preferably mounted on the engine housing'by means of a support I` so that a conduit or line from the breather 5 of the crankcase, generally4 indicated at B, will be as short as possible', or in other words, attached to the forwardmost side of the breather rather than to the rearwardmost sideas depicted, a separation of parts, being made in Fig. 1 for purposes of clarity and understand- In- Fig. 1, the crankcase E is shown asV exposed and containing a level of lubricating OilY 'in Breather 5 of the crankcase is adapted to communicate with the Vapor space thereof and is connected with the rearwardmost part of the housing 23 through iexible line 40. Communicating with the forwardmost part of the housing 20 is a conduit or line 5D connecting with the air intake 2 of the internal combustion engine, andy asimilar conduit Iiiis extended. to the carburetorr 3. located'. above. the intake manifold 8 and the exhaust manifold 9. As alluded to earlier, the line 5B may be connected to the air cleaner 2 ifV desired, and this in View of the fact that the vacuum in the intake manifold during normal engine speeds may be sucient under some; conditions topull carbon particles, dust particles and the like from the walls of the crankcase; causing undesirable foreign matter to. be entrained in the stream of air exhausted from the vapor space of the -crankcase Thus, by directing this stream of vapors, aswill bepointed out below, to the air intake rather than directly to the intake manifold, assurance may behad,l it desired, that any contaminating particles which may be present er entrained therein will, be expeditiously removed leaving only water vapor, light gasoline fractions, and light oil. fraction vapors to be fed to the combustion chamber for the purpose of effecting a` mild and beneficial water injection, increasing combustion eciency, and affording a source of light lubrication for the. pistons, valves, and cylinder Walls.

As shown in Figs. 4 and 5, the. cylinder II, preferably of glass and representing acondensing chamber 33is closed at the bottom by the circular housing 20, andat the topby a similarly configured cover member I9. Contained' within the condensing chamber'S@ is a cylindrical and preferably metallic ballast or valvecontrol member I2, apertured longitudinally soy as to be freely movable on a rigid guiding and conduit means I3 in the form of'a hollow tube or rod, andshown as bearing againstv a ring valve 25 in the valve seat I8. The iiexible conduits 40 and. 56, representing the path of the stream of vapors being exhausted from the" crankcase, each communicate with the respective ends of a horizontal pas,- sage 35 that is extendedr through and provided in the housing or baseA member 2'0of` the device IEJ. Connecting means in the form of nipples 4I and 5I arehthreadably mounted in the respective extremlties of passage 35 and are of asize adapted to make a snug fit with the inner sides of the conduits 40 and 5G. Thus, by making the line @I3-55 all but continuous, the air or vapor. stream comprising the desirable vapor particlesA can be directed into the intake manifold whenthe normal vacuum therein is suiicient to exhaust the Vapor space of the crankcase, and since a short, direct path may thus be afforded, there. is little chance for such vapors to be condensed during passage. In this latter respect, the Walls of the conduits di) and Siiare preferably as thick as possible and made of a material having little capac- 1ty for heat conductivity.

In Fig. 4 it will, be observedv that the condensmg chamber 30 is communicable, with pas,- sage 35 througha valve port 26. However, during normalv engine operation, when vapors are being continuously directed through the passage or bore 35', the forceV of gravity is suflicient to urge the ballast member I2 iirmlyI against the ring valve 25 to seat the latter firmly in the valve seat I3 of the valve port 20T. Being thus ledV into and out of the bore 35 below thevalve seat I8, thek vapor stream indicated by the horizontal arrows in Fig. 4 can be diverted up into the condensing chamber 36 in a manner to be explainedk below, noting in Fig. 6 that the outside diameter ofthe guide rod I3 is substantially less than the insidediameter of passage 35 past which it is extended.

In order that the conduit or passage means I3 which mounts and guides the ballast member I2 will loe-rigid within the condensing chamber,l it is threadably retained in the bottom ofthe passage housing 26 and projects therefrom a short distance as shown in Figs. 2 and 4 for the re ception of a threaded nipple 6I. Insofar as atmospheric pressure is concerned, the .condensing chamber is isolated as much as possible by securing gaskets I4 and I5 to the `open ends of cylinder II, and threading cover member I9 and the closure cap 23 to the upper extremities of the hollow guide rod I3. In this manner, the condensing chamber 30 and the upper open end of the hollow guide rod I3 are completely sealed fromthe atmosphere. As a further assurance to the isolation of the condensing chamber, sectional conical recesses indicated at 26 and 29, Fig. 4, are provided for the reception of some convenient sealing materials 2| and 22 preferably placed therein after guide rod I3 has been mounted in the base and shortly before nipple 4I and closure cap 23 are screwed tightly to the respective ends of the guide rod.

- The ballast member I2 constitutes a part of the valve means for opening and closing port 26, and in Fig. 4 this member is shown in the position it assumes during the low vacuum phase when vapors are being continuously fed or di,- rected to the intake manif-old, and it will be observed that additional valve means 25, in the ferm` of a ring of synthetic rubber or some other fairly resilientmaterial resistant to hydrocarbon liquids that may be condensed in chamber 30, 1s held in position by the ballast member thus sealing off valve seat I8 of the valve port 26. Since the valve is thus closed and sealed oif at this phase, the vapor stream, depicted by ythe arrowsV in Fig. 6, being exhausted from the crankcase through conduit 46, simply'passes aroundl the opposite sides of that portion of the rod I3 containedfwithin passage 35 and from thence out conduit 50. The chances for the vapors in the stream being condensed from their ideal vapor state prior to their reaching the air lter are at a minimum,and once drawn into the air filter 2, Fig. 1, entrained solid particles may be filtered out, while uncondensed hydrocarbon and water vapors may be drawn on into the intake manifold 8 'and from thence to the combustion chambers. Considering the other orhigh vacuum phase of actuation in which a stream of relatively pure airis fed directly to the intake manifold or carburetor in order to dilute the fuel mixtureand reduce the tendency toward gassing, it will be noted, Figs. 1, '2 and 4, that conduit Bil extends from the bottom of the base or housing member 2l), where it is secured to nipple 6I threaded on the lowermost extension of the hollow guide rodA I3, to nipple 62, Fig. 1, communicating with the carburetor generally indicated at 3. A port as I1 is provided in conduit I3 on a portion of the latter lying within the condensing chamber 30, thus establishing a direct connection between the carburetor and the condensing chamber. Since a pressure differential will always exist between the Vair intake and the carburetor or intake manifold during engineperformance, the weight of ballast member I2 iscorrelated to the vacuum 6V in the intake manifoldk so that' it, together with .the sealing ring 25, will be lifted from out of the valve seat I8 at a predetermined vacuum in the, intake manifold, 18 to 21 inches of'mercury for;

instance, to open port 26communicating with passage 36. In this manner, valve actuation and therefore the direction of vapor ow isautomatically controlled by a predetermined pressure dif,- ferential between passage v35 and chamber 30. When port 2li` of the valve is opened, VAthe gases being exhausted from the crankcase will be drawn up through port 26 along the rearward side of gui-de rod I3 as depicted by the small arrow `in passage 35 of Fig.l 4,` and 'expand into the condensing chamber 3ll.` Little, if any, `flow will `proceed in the direction of conduit 5I).` The gases drawn into the condensing chamber 3yinthis manner will tend to expand and therefore undergo a decrease in temperature,` and some ofy the condensable components will tend Ato settle out along the inner sides of cylinder II and on the outer sides of the ballast member I2. Thus, the percentage of inert components and heavier hydrocarbons in the stream of vapors drawn through the passageways II and outconduit I3 to the carburetor is increased, and in this man-v ner some of those vapors are stripped which might tend to enrich the fuel mixture in the carburetor at the precise time when it is desired to dilute this mixture as much as possible.

In Figs. 3, '7, 8, 9 and 10, I have shown a modiiied embodiment embodying the desirable features and functions of the present invention, and again there is provided a housing upon which is mounted a condensing means or chamber. A valve means is provided adjacent a passage formed within the housing for the purpose of directing` a ,stream of gases into the condensing chamber at a predetermined condition-of engine vacuum, while assuring that the vapors may otherwise be led directly to the intake manifold or carburetor. In these figures, the suix A has been employed to designate parts similar to those of the modified form hereinbefore described in detail, while different numbers designate different parts. i

Referring to Fig. 3, the modified form of the device, IBA, is adapted to be mounted in position on an internal combustion engine by means including a bracket IA which is adapted to be secured to the lower part of a housing 20A as by a nut 3l in precisely the same manner as depicted for the embodiment I0 shown in Fig. 1. Nipples lIIA and 5IA, Figs. 8 and 10, are adapted to fit snugly into conduits (not shown) cpnnected respectively to the breather 5 of the crankcase 6 and the air filter 2 feeding air through the carburetor 3 to the intake manifold 8 as was discussed above. Similarly, nipple BIA threaded into an elbow cap 63 is adapted to connect the carburetor or intake manifold directly with the interior of the condensing chamber. Provided internally in the base member or passage housing 20A is a right-angled passage 35A representing reduced extensions of a pair of larger' passages 36 and 3l in which nipples IIIA and 5IA are respectively adapted to be screwed. Thus, the stream of vapors led from the crankcase enters housing 26A through an enlarged passage 36 and passes out through another enlarged passage31 to the air filter 2 if desired. The reduced or inner extensions of passages 36 and 31 meet at mentnpassage '."AnlC 's rendered communicable with-the# .condensing`- chamber: SlTAl at'laprede terminedlvalue ofi'ntake manifold vacuum in\ a manneri .similar to` that heretoforel considered withr respecttoth'e' portz and the-passage 352.1

In regard: to theT particular' vacuum phase; Fig,` I 's-similar to. Fig. 4 inv thatthe.I parts are shown. in. position: dictati'ng. a direct iiovvf ofi vapers-.from the cranlcasegthrough: bore" 35A to` the lten as depictedby thearrowsfin Eig. 92;. I-n other.v Words; at1the.time=.when1 itV is desired to utilize they latent energies: orqualitiesr off the accumulated1 vaporsv in@ thel crankcase. forl infa creasing engine efficiency, the iiow thereof to the airy lter iszasdirect as=possible, port.. 2SA. being sealed offi by-a valve meansx due: to the fact that the.l vacuum` in= the:I intake: manifold?y is. noti suieciently: below:- atmosphericv pressure. to causerl an opening-*of thei-valveiport; Thus,.a ballrvalve 25A, constituting a Ypart of the valve means andi pref'-h erablymade of metall or somefairlysresilientima terial resistant to-hydrocarbonslikely to.be endensed the chamberA SQA, iszshownas being effectively:seated in a` valve seat H3A` by means of acyli'ndrical ballast or Valvecontrol member WIA whichl is. gravity: urged' thereagainst.. Accordingl'yz, the valve: porti-6A` isI sealed oii1f atits opening: leading into. the condensing chamber SUA andi gasesbeing-l exhausted" from` the crank-f case are denied' ingresszthereto'.

lnstead of" being centrally; apertured` for the reception of? a guideA means, the ballasti means I-Z- of the y modiiie'd form` shown. in Fig; 'if is; res tained- Withiny a. cage consistingV of guide. rods. 3a rigidWith-in chamber 3 9A by virtue. of theiribeing. extended through openings providedin the housing 29A and' cover member i9A1a11d held inpositioni as by nuts Sti A cylinderV lirA- of suitable; material= is mounted" on the. housing 2BA, and gaskets- IMX` and- IEA- are provided at either end thereof in' order that the: condensing chamber thus dened'wili be as airtightfasA possible.. As show-n in Fig; 7, a passageway or opening. 33. is provided the cover'member 19A which closes off` the top of the condensingl chamber and is adapted for reception of the cap El'... Cap. 6.3 i`sitself provided' with a passager's communicating atene-end with the opening 38 andis adapt.,- ed' at3 theother end'ior the reception of a nipple BIAWhich may be connected'. with a conduit leading to the carburetor asf hereinbefore described, and in this manner the condensing chamber may'besubjected to the influence .off the. vacuum` established. in the intake manifold.

Thel valvel actuating means or ballast mem-y beniZA is'similarto thecorresponding means l2 consideredlabove; in that its weight is, correlated to the.V vacuumr establishable. in. the condensing chamber' 39A. Thus, when a vacuum in the neighborhood: of 18V-21' of mercury is extant in thscintakelmaniiol'd as` thejresult of a sudden. closing: of the throttle valve at high engine speeds, this. vacuum is immediately established inthezcondensing chamberA through passage 39fand openingr38.. At this'zinstant, ballast .member iZA= is drawn; upwardly. in; chamber 36A against. the force of gravitydue to the pressure difierential existingbetween thefvalve port 26A and the chamberV 39A. Since. the ballast member IA no longerzbears againstthevalve mem.- ber 25A, the latter is .unseated, opening the valve and all'oWingthe streaml ofY vaporsi to follow. the path" off least resistancel up through port. 26A and into the condensing chamber.` Once. in chamber 39A, vapors contained: in ther air 'exe 8?. haustedzfrom thefcrankcase con-dense'. ontuimthe manner hereinbefore. pointed out; leas/ing rela.:` tivelyspure: air.v to: lie fed into. the. intake' manif` fold throughz passages: 33` and;` 39,. at theV precise time When.- it,` is desired tot the: fuelv mixture as lean as possible.

In-.Figsz LIL-I4 therezissshnwn aifiirther embodiment; of' the. present-1 invention. generally indi.- cated-z at; 'm asf comprising ai. cylindrical; con-- densing. chamber. 1l. mounted; atop a. similarlyv coniigured metallic base. member or passage housing .As-With theiothenforms I0 and' IBA; considered; above, the. condensing chamber H is preferably made of: glass, plastic; resinous mate.- rialsg. or.' the. like; and.. a resilient gasket, T2V is adapted t0' 'Seal tightly the: interface: between. theib'ottombtthe; glassfcylinder 'Hl and annular rabbet 'Isthatr iszaiiorded atathe; top of the. hous` ing 89a. The topt'ofthe;y condensing; chamber. is closed: off byf' az, closure; member: 15 andanother. gasket 16'..

Extendingaxiallyofi and through .the condens'- ing chamber: 1;! and housings-D; is a rigid,- conduit and guide member 8.1i thatl isc-threaded; at-its 01:9--l posit'e endsaszati82fand- 83- The; upper threaded. end. portion. of. thev conduit member- 3| extends centrally through the; closure. member. l5 andr receives; a threaded cap.: or; nut: wherebyl the closure member fmay bef'pressedor drawn down tightly against thev sealing ring,- or gasket 1.6. The. lower: end.f of the; housing 80e is. formed with .a2 bushing portion; $6-,v and by; means; asnuts l'itheguide rod18 I. maybe'i'lxedly mounted rela.- tive to the.y condensing. chamber and housing, oi-

the deviceli.

Ativ one side, the. housing 8.0. isformed with. a passage thatis threaded to; receive one end of an arm; of a l-conduit'as 96Fig. 12. When thusmounted inv the base. member or housing.,r 89, the.- ot'her arm- 9T of. the T-conduitv iii-k is adapted toibe connected to the breather of. the crankcase. and thebranch' or leg; 98 thereofinay be connected to the air lter or cleaner. Connecting with passage 95- at apoint adiacent. the closedendthereof. is a.valve, port 92 and aafvalve meansv 99.' which, when opened renders. thecon.- densi'ngchamber 'H' 'communicable with the passage`V 95.Y Normally, that. is during.. the low vacuum" phase of engine, performance, thevalve means 99 is maintained closed whereby the. condensing-A chamber: is isolated, fromi the passage 95. and-consequently'the` exhausted vaporsfrom the crankcase follow: the.- path. 91-98i-to the air cleaner.

in order that ther stream-ofvapors. normally passing' through .the arm 91: and: leg 98 ofi the T- conduit'- 96' may be divertedv up into the.. condensing chambery at a high; vacuumphase of. engine performance; member 8d is. formed ,Withan elon.- gated" bore or passagewayl 8.9J and. ther portion thereof` within the condensingchamber formed with openingsor small passageways as 88, and When the lower or open end of-v theconduit 8|j is connected to a. line.. leading directly to; the. carburetor or intairemanifoldr of`= the internalcombustion engixie;.itwill.be seen that an-yfviacuum in the intake manifold willi also beestablishedin the condensing:chamber;1l; Freely'slidable on [the guide rod or conduitmemberl is acballast or valveA control' member VI r that: ismormally vgravity urged against a valve' member;` 91 that is'located in a'recess-.9|v inthe housing. 80.` Atethe Ibottom lof the recess: 9| isa valveaseat 9.9whiclr overlies Ithe valve port 92; and? the: bottomA on they valve member '91? configured'` so as.. toaxmnnally it 'closed end of the passage 93 terminates adjacent the end of another passage 94 within the valve member 91.` The latter passage opens at the side vof the valve member, and in effect therefore the `passages 92-93-,94 amount to one continuous I,valve port. The passage 94 is so located relative to the valve member 91 and housing 80 that when fthe valve control member is effective to Amaintain and locate the valve member in the seat 99, its

opening at the side `of the valve member 91 is normally closed by the sides of the recess 9| thus lassuring that the condensing chamber 1| issealed off. `from passage 95.

., `The weight of the valve control or ballast mem- .ber 11, as in the case of its counterparts l2 and |2A, described hereinabove, is adjusted so as to `belifted or vacuum-actuated away from the valve member 91, which of course is of still lighter weight, at a predetermined relatively high vacuum lowr vacuum values above 18 inches of mercury whereat the valve control member is elfective to ,maintain the valve 90 closed. Thus, as in the other embodiments, when the predetermined relatively high vacuum value is reached, as when the throttle isr suddenly closed, this relatively high vacuumv is immediately established in the condensing chamber through the conduit 8| and passageways as 88, and consequently the ballast member 11 is lifted and the valve 90 opened. This results in an inrush of vapors from the conduit 9B and passage 95 into the condensing chamber wherein the vapors will circulate, and light fractions will tend to condense out again leaving a relatively large volume of relatively pure air to be drawn out the passageway 88 and the elongated passage 89 to the carburetorfor the purpose discussed hereinabove. As an assurance that vthe ballast member will be vacuum lifted out of nor- 'mal position only so far as to permit the passage 94 to clear the sides of the recess 9| when the `valve member 91 is similarly lifted out of normal position, 'a pin 18 is fixed to the top of the ballast member. 'I'he topof the pin 18 normally clears the bottom of the closure member 15, as shown in Fig. 12, a distance corresponding approximately vto the distance the `opening of passage 94 is norjmally removed from the top of'recess 9|, and in any'mevent a distancesuch that the valve member `91never`becomes completely withdrawn from out `of the recess or ValvechamberBl.

` (From the `foregoing it will be seen that the de,-

scribed embodiments of the waste-vapor-chargingand fuel-miXture-diluting device of the present invention places the 4vapor space of the crank- 4case under direct control of the several vacuum latter connection, while there isa tendency for particles of the condensed liquids as such to be drawn into the passageway leading from the condensing chamber, nevertheless the vacuum at this phase of operation is notA suiilciently high to cause a re-:vaporization of these liquids, and hence `the value,established in the condensing chamber 1|, say 18 inches of mercury, in contrast to relatively object of. feeding a'large volume of relatively pure air. to the carburetor at-this time is accom- 10 plished. The inrush of air to the carburetor, augmenting that being drawn in through the air lter from the atmosphere, not only dilutes the fuel mixture as mentioned hereinbefore, but also helps to break or decrease the vacuum established by the pumping of the pistons, thus reduc;- ing the amount of liquid fuel being atomized'n the carburetor and preventing. the latter from being loaded It will be understoodthat once the pistons, and concomitantly the intake manifold pressure, assume a normal operating condition, the valve actuating or ballast means will be effective to cause a closing of the valve leading into the condensing chamber resulting once again in a normal flow of vapors to theintake manifold.

.It may also be. pointed out that when the vapor stream is directed into the condensing chamber, the solid particles therein will tend to adhere to, or be occluded by', the condensed vapors. :L

In Figs. 1 5f20 there is illustratedstill afurther modification embodying the principle .of the present invention, and in this instance the valve of .the device is so constructed as toautomatically regulate the volume of vapors fed into the carburetor or intakel manifold in-accordgance with the amount of vacuum existing: dur'- ing the particular phase of engine performance. The modied form generally illustrated at |00 in Figs. 15-20 ldoes not utilize two separate conduits, one to the air cleaner and one to the carrburetor orintake manifold, but rather. the de.- vice is adapted for a single conduit only. Even so, the same general principle as was employed in connection withV Figs. 1-14 is employed in the device |00 in that variations in the vacuum phase of engine performance is utilized to determine the amount and quality of exhausted vapors from the crankcase being fed into the combustion chambers. i

The device |00 embodies a chamber I0! closed at the top by a closure member |98 and `atthe bottom by a base member |02. The opposite ends of the cylinder |0| are sealed by gaskets |03 and |04, and a bolt |05 is vthreaded into the base |02 and made tight in order'that the c ondensing chamber may be effectively sealed iat.

either end by the members |08 and |02 respectively. Freely slidable on and about the portion of -bolt |05 within the chamber Vliliis a ballast member! I0 whi-ch is adapted to cooperate with a valve member ||2 to regulate the quality of vapors passing through and out the chamber |0| as will be describedin more detail below. p f

A horizontal .passage l 2 is formed in the base |62, and associated with this horizontalpassage is a vertical passage or Vvalve housing I2`5Qat the lower end of which is a valve seat I3 and a valve port |22 of `reduced diameter. The valvehousing |25 opens into the condensing chamber 10|, and Valve ||2 normally restsv flush against the valve seat ||3, being held therein by the weight of the ballast member l0 which presses against the top of the valve member ||2 as shown in Fig. 16. A passage |23 is formed axially of the valve member ||2, this passage being open at the bottom and aligned with the valve port |22.

As best shown in Fig. 20, the valve member H2 is provided with three openingsi |24L, `|24M, and `|24U which are arrangedfin a line inclined at approximately 45 to the horizont-al.` Each of these openings is representative of a related; port as |24MLP in the valve member bored `at right angles to the valve passage |23, the latter passage terminating interiorly of the valve assai-rs member SIJI 2 .aso yas to `be :openv at tthesone onlower .-zendfonly. fshown; in Fig. 16, .the three ports :as 124ML and IZAIIP and kl-ZtLP .communicate .with the :passage 1.123, :and when the valve is 'closed Vall three openings IJZQL, .l24M, and @IMU fare-located within .the Aconi-lnesfofthe yalvejhousing 25 lso that in effect the `chamber :IDI blocked off from ithe .passage .|24 vvhen'theivalve ris closed as :shown Fig. 11.6.

.Anotherihorizontal .passage [Zil is :formed .in the ibase :member 4.02 :and :is extended substan- `tially atright .anglesto athe'passage :2129. Assomated with the passage .12| is `,another vertical gpassage LILSaWhich atzitsupperend opens into the -chamber :lill andfat its lower endintothe pas- .sage 12J. '.'It will ybe fseentherefore, ".thatitthe chamber lill iis always. in vizommunication with the :passage -tZI 'fbut caneommunicate with' passage 120. '.only when :the `-valve member U2 :is displaced-.upwardly:inthe valve housing 5,25 to the fextent'fthat atleast the upperlport tMUjs :free: of 'the valve housing.

'.-In operationgthe :passage I 20sztobeconnec'ted 'to `.the vapor space of vthe crankcase :and the passage 12| to'thecarburatoror intake manifold. Thus, =the vacuum, :if any, existant inthe intake .manifoldwillbe established 'in y.the chamber 10i .and such'vacuumtwill, as was hereinbefore :described, :aiiectthe valve control 'member l I 9 J and `therefore vlthefvalve F.member H12 itself. It will -be appreciated that. andrassuminga igiven Yweight :forthe 'valvelcontrol .member l lli the magnitude {Toiithevacuum-will determinetheextent to .which themember lllf will bemoved'upwardl'y relative to th'e'b'olt [U5,rand.accordingly one or vmore 'of @the v'openings LI'ZBLAZ 4M, and I 21Uwill be located :free .of lthe 'passage [25. Thus, 'inthe present instance, :there iis .afforded .-a `means whereby .the quantity of vapors drawn `into lthe -chamber can "be regulated in `accordance `with magnitude of the `evacuum Iin .the `intake manifold. vAs an exfample., Athe weight of the :valve control member .canbe adjusted toga-vacuum of say 26" vvvhereat it-will'fbe'liftedito anextent as to .expose only ltheiport 1|.24U; 21"" Whereat both vvthe :ports l'IMU fand |24M1will open into vthe chamber lill; and 16" iwhereat all vthree lports IMU, 12AM, .and 1.24L .are opened. Accordingly, depending upon Whether the vacuum 'in vthe 'intake manifold is at or `near atmospheric pressure or approaches fone :or more of ythe 'higher `vacuum values, "the Kvalve connectingthe orankcaseito the chamber l'ililremainsclosed orisbpened more and more to admit more and more vapors into the4k chamber iwi .from rwhence .such-.vapors 'are drawn finto :the

at `the higher `.vrmuinn `values `Where 7it 'becomes important to ffee'd v.a'large amount of air to the carburatcr or :intake manifold, the vvalve is opened all the Way andatlower vacuum values dilution .of theffuel mixture is notfso pronounced, preferably lceasing altogether :at idling engine speeds.

WhileThaveshovvn and described several em- :bodiments -of the present invention, it willV be vunderstoodthat these are capable of still further modification. yThe `valve means and control means ithereformay take various forms and similarly .the passageway or vopening which permits a v.vacuum to ybe :established in `the condensing -`.chamber .may assume various positions with re- ;spect tto the chamber, butI have found the most effective position to be one exposing .the vapors :to the greatestpossibility of condensation during .high vacuum phase of -engine operation. Thus, While :I have illustrated and described the :pre-

-passage means, y'a condensing chamber mounted Von the housing, fa valve port linterconnecting the passage meanslandcondensing chamber whereby lvv'hen 'the valve port is closed the chamber iis sealed off from Ithe passage 'means-and when the "valve port'is 'open thepassage and'cham'berarei'n Icommunication, Ta passageway leading -from 'the chamber .and adapted to cormectthe-.chaniberto a1source fof Yvacuum "in the engine to thereby-ex- "haustfluids in the chamber, 1saidpassagevvaybe ing afforded in -a `portion of a `tubular vconduit `member mounted-axially of and.'inthe condensing `rihamber, `the tubular conduit member 'being closed at one 'end 'and opening 'eXteri'orly of the ehamberat Athe other, and a valve port control means including a ballast member adapted to control opening and closing of the vvalveport, the last-'named means lbeing freely -slidably mounted 'on the itubular conduit 'member V`within :the condensing vchamber Y and having 'its 'weight ladjusted "to apredetermin'ed vacuum 'value-of engine performance establis'hable :inthe condensing cham*- bei` .through V"the said passageway, whereby A'at vacuum valueson Aone side 'ofrsaid'predetermined value .the valve control'means. is 'gravity-'urged to Vmaintain 'the valve Vport closed and at vacuum `values .on the .other side of said vpredetermined value lthe valve controlmeans is lifted away from the valve ,port to maintain the same open.

'"2. Ina Adevice .ofithe .character .described .having a passage .and valve means adapted tto direct vapors from. .the `crankcase .of .an 'internal .com- .bustionengine .to .a fluid-collecting .chamber iduring engine performance, a housing or '.thepas- .sage .and valvemeans, va .fluid-collecting chamber sealablymounted ,on .thelhousing .a valve interconnecting 4the .passage 4and chamber whereby when the valve is closed .the chamber is sealed .from the passage and when the valve is open ^the passage vand chamber are in communication, .a passageway 4leading from the -chamber .and .adapted to .connect the `chamber .to -a source .of .vacuum in. the engine. and a valve .control means .in .said chamber .to ;control...opening .and .closing .of the valve `in .responseiio dierent vacuum phases of engineperformance.

.3. .In the device aceordingto .claim."2, the .valve control .means .including a 'ballast member .freely mounted .in .the chamber .and .having the weight thereof adjusted .toa predetermined vacuum value whereby the .ballast memberopens the valve when said predetermined value .is established in the chamber.

4. In the device according to claim -2, the valve control means including a lballast member freely mounted inthe chamber and having the Weight thereof adjusted to a predetermined vacuum Yvalue Whereby'the'ballastmemb'er opens the valve 'when Asaid predetermined value is 'established in the chamber, said yballast members vbeing freely s'lidably -rnounted on a tubular member extended axially of and in said chamber.

In thedevice according to claim.2, the'said Ipassagewayleading "fromthe chamber being afforded in a portion of .said housing, and valve `control means being Lthe form cia .cylindrical and metallic ballast member freely mounted on and guided by a tubular member disposed axially of and in the fluid-collecting chamber, the weight of said ballast member being adjusted to a predetermined vacuum value whereby at vacuum values below said predetermined value the ballast member is lifted to open the valve.

6. A device of the character described comprislng la vapor collecting chamber sealed at one end by a housing having a vapor-conducting passage afforded therein, the chamber and passage being communicable through a valve port provided in the housing whereby fluids in the passage may be led into the chamber, a passageway leading directly from the chamber and adapted to connect the chamber to a source of vacuum, and a valve control means for the valve port, said last-named means being mounted in and freely movable axially of the said chamber and being responsive to a predetermined vacuum value in the chamber to open said valve port.

'7. A device according to claim 6 in which the valve control means is in the form of a freely mounted gravity-urged metal cylinder.

8. In a device of the character described, a housing having a huid-conducting passage therein, -a condensing chamber mounted on the housing, a valve adapted to interconnect the condensing chamber and the passage, a passage leading exteriorly of the chamber and adapted to be connected to source of vacuum, and a valve control means within the condensing chamber adapted to open the valve at a predetermined vacuum Value in the chamber whereby fluids in the passage may be drawn into the condensing charnber and out the conduit.

9. In the device according to claim 8, the valve control means being in the form of a freely mounted ballast member the weight of which is adjusted to said predetermined vacuum value whereby the valve is maintained opened at and below vacuum values corresponding to the said predetermined value and maintained closed at values above said predetermined value.

10. In a device of the kind described, a condensing chamber sealably mounted on a base member and being closed at the top, a passage in the base member adapted to be connected to a vapor source, valve means interconnecting the condensing chamber and said passage, a passageway leading from the condensing chamber and adapted to be connected to a source of vacuum whereby said vacuum may be established in said chamber, and a valve control means guided for free vertical movement in the chamber and being responsive to vacuum'inthe chamber to control the opening and closing of said valve.

11. A device of the kind described comprising a condensing chamber adapted to collect vapors, a rst passage afforded in a `base member for the chamber and being adapted to be connected to a source of vapors, another passage leading from the chamber, a Valve for controlling the flow of vapors from the first passage into the chamber and out said other passage, and means controlling the opening and closing of the valve, said means being responsive to variations in vacuums established in said other passage.

l2. A device according to claim 11 in which said means comprise a valve-control member adapted to regulate the flow of vapors into the condensing chamber according to variations in the Vacuum, said valve-control member being mounted in said chamber to be responsive to variations in vacuum establishable therein,

13. A device of the kind described comprising a condensing chamber adapted to collect vapors, a lirst passage afforded in a base member for the chamber and being adapted to be connected to a source of vapors, another passage leading from the chamber and being adapted to be connected to a source of vacuum, a valve for controlling the iiow of vapors from the rst passage into the chamber and out of said other passage, and a control member responsive to variations in vacuum to control the opening of the valve accordinglyas the Vacuum varies, said control member being mounted in the condensing chamber in position to engage the valve and hold the same closed, said valve being formed with a plurality of ports adapted to be opened progressively as the vacuum increases.

JOHN E. D. MCCARTY.

REFERENCES CITED The following references are of record in theV le of this patent:

UNITED STATES PATENTS Number Name Date 941,478 Watson Nov. 30, 1909 1,285,873 Wolf Nov. 26, 1918 1,861,017 Lake May 31, 1932 FOREIGN PATENTS Number Country Date 4,107 Great Britain Nov. 26, 1894 

